Multiple stage rotary translation engine



March 31, 1953 D. BURCH 2,632,998

MULTIPLE STAGE ROTARY TRANSLATION ENGINE Filed Aug. 5, 1946 6 Sheets-Shee t l INVENTOR. L EWIS D. B u Rcu March 31, 1953 L. D. BURCH MULTIPLE STAGE ROTARY TRANSLATION ENGINE Filed Aug. 5, 1946 INVENTOR. Bu RCH LEWIS D.

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| D. BURCH MULTIPLE STAGE ROTARY TRANSLATION ENGINE March 31, 1953 Filed Aug. 5, 1946 ,6 Sheets-Sheet 4 an 2/4- as INVENTOR. \LEWIS "D. BURCH ki k March 31, 1953 L. D. BURCH 2,532,998

MULTIPLE STAGE ROTARY TRANSLATION ENGINE Filed Aug. 5, 1946 6 Sheets-Sheet 5 INVENTOR. L was D. BuRcH -q LH F2 m Q9 02 2 March 31, 1953 5.. D. BURCH MULTIPLE STAGE ROTARY TRANSLATION ENGINE .6 Sheets-Sheet 6 Filed Aug. 5, 1946 INVENTOR. Lswls D. BURCH a -"NE mqullfluhv 00 Q o 000 o o o m o 0 o 00 00 000 0000 0 0 o 9 9 =0 0 0 o l bob b b i i h F b h h F FE h b h icI lohoioiol i h i i i l l vw. n3 MA F Patented Mar. 31, 1953 MULTIPLE STAGE ROTARY TRANSLATION ENGINE Lewis 1). Burch, Detroit, Mich.

Application August 3, 1946, Serial No. 688,280

16 Claims. (01; so-39.34)

. This invention relates to rotary wing aircraft and particularly to improvements in rotary wing aircraft as disclosed in my copending applications for patents Serial No. 606,013, filed July 19, 1945, and Serial No. 220,565, filed April 12, 1951, as a continuation-in-part of Serial No. 665,808 filed Apri129, 1946, the last now abandoned.

Th present rotary wing aircraft embodies an improved rotary flying unit or air wheel or rotary translation engine having a wing and combustor supporting disc or rotor the upper portion of which is employed in centrifugally compressing air for super-charging the charge forming device for the engine, while the lower portion thereof merely provides an annular conduit for moving supercharged air from the region of compression at the periphery of the disc or rotor to the charge forming device at the axis thereof.

The air wheel also includes a novel structure for varying the angle of attack of the wings in which the wings are moved into any desired operative position by the relative movement of worm and worm wheel structures which in turn are actuated in either direction by a pneumatically operated gear mechanism driven when the angle of attack is being changed by relative movement between the cabin and the disc.- When the angle of attack is not being changed the mechanism is out ofoperation, the wings being held in the desired position by the angle of purchase between the worm and the worm wheel structures.

Another novel feature of the .air wheel is the utilization of the phenomenon of resonance for stabilizing the wings during translatory flight. By this means any Slight inequality in lift among the'wings causes a pumping or breathing action within the wings which is accentuated by resonance to increase or decrease the lift exerted by each wing to such an extent that such inequality will be limited to an insignificant value.

' Figure 2 is a fragmentary vertical sectional view taken through the axis of rotation of the air wheel embraced inthe aircraft shown by Figure 1'.

The upper part of the view is rotated a few degrees with respect to the lower part.

Figure 3 is a fragmentary cross sectional view of a lower portion of the stator and rotor structure taken substantially on line 3-3 of Figure 2. Figure 4 is another fragmentary cross sectional view taken through the charge forming device and distributing manifold structure substantially on line 4-4 of Figure 2.

Figure 5 is a fragmentary vertical sectional view of one of the universal supports for the throttle valve taken substantially on line 55 of Figure 4.

Figure 6 is a fragmentary vertical sectional view taken axially through the water valve structure shown by Figure 2 in a plane rotated thirty degrees with respect to the plane of Figure 2.

Figures 7, 8 and 9 are still other fragmentary cross sectional views taken through the mechanism for varying the angle of attack of the wings and taken substantially on lines ll, 8--8 and ,99, respectively, of Figure 2.

Figure 10 is a diagrammatical illustration partly in elevation and partly in cross section of an actuating mechanism for operating the valve mechanism of the structure for controlling the angle of attack of the wings as shown by Figures '7, Sand 9.

Figure 11 is a fragmentary vertical sectional View of the air wheel taken in the same plane as Figure 2 except adjacent the periphery of the supporting disc or rotor portion thereof.

Figure 12 is a fragmentary cross sectional view of a portion of the rotor taken substantially on line l2-l2 of Figure 11.

Figure 13 is a fragmentary cross sectional view of a lower intermediate portion of the rotor taken in the same plane as and substantially midway between the views of the disc shown by Figures 2 and 11.

Figure 14 is a fragmentary cross sectional view of an annual supporting rib structure employed in the rotor and taken substantially on line I l-l4 of Figure 13.

Figure 15 is a plan view of one of the four wings and combustors of the air wheel showing a fragmentary portion of the supporting disc to which substantially on line l1-l l of Figure 16.

Figure 18 is a horizontal sectional view through the outer end of the wing and the combustor taken substantially on line I8I8 of Figure 16.

Referring particularly to Figure 1 there is illustrated an aircraft cabin IIJ located beneath and in flight supported by a rotary flying unit, engine or air wheel II. A bearing structure I2 is employed between the two elements for permitting the rotation of one relative to the other. The cabin I may be constructed in any suitable manner to be capable of supporting itself and the load to be carried as the cabin is practically independent of any of the stresses resulting from the operation of the air wheel II. The air wheel II comprises a circular airfoil, supporting disc or rotor structure I3 having wings I4 extending radially outwardly therefrom in the plane of the disc. Direct reaction jet propulsion engines or combustors I5 are located at the outer ends of wings I4 for propelling the air wheel II about the axis of the disc I3 and upon the bearing I2. In the structure shown there are four equally spaced pairs of wings and engine or combustors about the periphery of the disc, only three of such pairs being visible in Figure 1.

Referring now to Figure 2 the bearing I2 comprises an outer cylinder IB rigidly anchored at its lower end within the upper portion of the cabin I0. Within the cylinder I6 is rotatably mounted on roller bearings H a smaller cylindrical bearing member I8 having a radially projecting flange I9 formed at the upper end thereof above the cylinder I6. A thrust bearing and the other of the roller bearings I7 are operatively positioned at the lower ends of the cylinders I5 and I8 to provide for the continuous rotation of the latter in the former when lift and rotary motion is applied to the flange I9. The outer portion of the bearing I2 is provided by a cowling 2I which extends between the cabin I0 and the rotor I3 for covering the bearing and protecting the same from exposure to the weather.

The flange portion I9 of the bearing I2 is provided with an internal bearing 22 in which is mounted the shaft portion 23 of a stator 24 which projects upwardly from the flange I9 within the interior of the rotor I3. The lower end of the shaft 23 extends downwardly through an opening formed in cylinder I8 to a region not shown below the lower end of the cylinder i8 where it is supported rigidly and nonrotatably within the upper portion of the cabin ID.

The stator 24 comprises a flange 26 spaced slightly above the flange I9 in which the upper end of the shaft 23 terminates and upon the upper surface of which is formed a plurality of integral vanes 21, the latter being spaced radially around the flange 26 in such manner as to extend outwardly to the periphery thereof and inwardly to provide a vertically extending opening 28 above the central portion thereof. The upper portions of these vanes are notched in such a way as to receive inwardly thereof the lower portion of the carburetor or charge forming device 29 the inlet opening 30 of which is directly above the opening 28 between the vanes 21.

Projecting axially above the carburetor 29 is a cylindrical boss 32 which provides a housing in which a water or other expansible fluid valve 33 is mounted. The upper portion of the boss 32 is reduced in form to provide an upwardly extending shaft the lower portion of which rotatably supports a friction actuated power unit 35 for changing the angle of attack of the wings I4 whenever this is desired. The upper end of the shaft 34 rotatably supports an air-scoop 36 which is mounted upon the upper surface of the rotor I3 in such manner as to cover a circular opening 51 formed about the axis of rotation thereof. The shaft 34, the fluid valve 33, the carburetor 29. all are rigidly secured to and supported by the vanes 21 and comprise portions of the stator 24. They also include within their axes the central axis of the entire stator 24 and the axis of rotation of the rotor I3.

Beyond the flange 26 the flange I9 has rigidly secured to the upper surface thereof the lower flanged end 38 of an upwardly projecting cylindrically formed casing or frame 39, the axis of which coincides with the axis of rotation of the rotor I3. This casing or frame 39 provides the principal central supporting structure for the various structural elements of the rotor I3.

The rotor I3 comprises a plurality of pairs of radially extending beams 4| each of which is flanged around the edges thereof as indicated at 42 and the upper edges of which are formed to conform to the configuration of the upper surface of the rotor I3. The lower edges of these beams terminate slightly below and in parallel relation to the midplane of the rotor. The beams of each pair of the beam iii are equally spaced from one another to receive therebetween the extended longitudinal axes of the wings I4. The inner ends of the beams of each pair of the beams are provided with arcuate webs 43 formed to fit the adjacent upper exterior surfaces of the frame 39 and by which webs 43 each pair of beams 4| is rigidly secured to the frame 39.

The upper wall of the rotor I3 comprises a formed outer metallic sheet 44 the lower surface of which is rigidly secured to and supported by the upper cont-acting surface of an inner concentrically corrugated metallic sheet 45, the two sheets providing an integral covering 45 for absorbing the stresses between the beams 4| both axially and circumferentially with respect to the rotor I3. Covering 45 comprising the sheets 44 and 45 is rigidly secured to and supported by the upper flanges 42 of the beams 4|.

The space within the rotor I3 and between the beams M is separated from the space below the beams 41 by a planular annular metallic sheet 41 which is secured rigidly to and beneath the lower flanges 42 of the beams 41. Inwardly the sheet 4'! terminates at and is secured to the frame 39 whereas outwardly the sheet 41 terminates in a circular reinforcing bead 48 which is spaced a considerable distance from the periphery of the rotor I3 to provide an annular orifice 49 by which the space within the rotor above the dividin wall 41 is placed in communication with that below the wall.

The lower covering 5| of the rotor I3 consists of sheets 52 and 53 which are identical to the sheets 44 and 46 respectively and is supported upon and rigidly secured to an annular flange 54 projecting from the lower edge of the flange I9 of the cylindrical bearing member I8. The inner surface of the covering 5! is rigidly secured to and supported on the lower flanges 55 of spaced pairs of flanged tension members 56, one of each pair of tension members being located directly beneath one of each of the pair of beams 4|. The inner extremities of the tension members 56 are rigidly secured in openings 51 formed in boss portions 58 formed in the flange portion 38 of the frame 39. The outer extremities of the tension members 56 are rigidly secured to the outer-ex- 'tremities of the beam 4| against the lower flanges 42 thereof. i

A thin annular metallic sheet 59 is secured upon the upper flanges 55 of the tension members 56, the inner edge thereof terminating at the flange 38 of the frame member 39 while the outer edge extends to the opposite ends of the tension members 56 and there terminates at the periphery of the rotor l3. Substantially midway between the ends of the beams 4| and the tension members 56 is a circular supporting ring or web 6| (see Figure 13) flanged at its upper and lower edges as indicated at 62. These flanges are secured to the sheets 41 and 59 in such manner as to stiffen the tension members 56 and to support the load between such members and the beams 4|. The web 6| is severed between the flanges 62 and the severed portions thereof are bent outwardly at an angle in such manner as to provide a plurality of vanes indicated at 63.

It will be apparent that the upper flanges of the tension members 56 may be rectilinear from the frame 39 to the web 6| and likewise rectilinear at a slightly different angle to the outer extremities thereof whereas the lower flanges are curved to conform to the curvature of the lower covering of the rotor I3.

Between the inner extremities of the walls 3? and 59 the frame 39 is formed to provide a plurality of angularly disposed vanes 64 which permit communication between the space within the rotor between the walls 41 and 59 and the space within the stator between the vanes 27.

The airscoop 36 which covers the circular opening at the center of the upper covering 45 of the rotor I3 is provided with a centrally disposed bearing 66 which is secured rotatably upon the upper end of the stator shaft 34 by a ring 67.

'The bearing has attached to the upper closed end thereof the central portion of a bar 68 the opposite ends of which are secured upon a ring 69 which is held slightly above the upper surface of the rotor I3 and beneath which the edges of the airscoop are attached. The airscoop 36 also has attached at the upper surface thereof a rearwardly extending vane ll which is aligned with the bar 68 but transversely disposed with respect to the inlet opening 12 of the airscoop 36.

It will be apparent that the vane ll will always maintain the airscoop 36 in such positionthat the inlet l2 will face the approaching airstream, whether such air stream may be caused by the translatory flight of the aircraft or merely by the wind or both. I

When the rotor I3 is rotated in any manner as for example by the operation of a starter attached operatively to the lower end of the cylinder member IE (not shown) or as a result of the operation of the engines It air will be drawn inwardly through the airscoop opening E2 to the compression space 73 which is formed within the upper portion of the rotor l3 between the beams 4| and above the wall 41. To equalize the pressure adjacent the central portion of this compression space and to lighten the beams, the beams 4| are provided with a plurality of openings 14. However such openings are not provided toward the outer extremities of the beams in which region the beams are adapted to provide for the maximum possible centrifugal compression of air within the outer periphery of the rotor. v I Since the annular air conduit 50 formed within the lower portion of the rotor I3, is not pro vided with centrifugal means for compressing air in any wise comparable to the vane effect pro- 6 duced by the rotation of the beams 4| and since the annular conduit 50 is in open communication with the compression space 13 through the annular opening 49 it will be apparent that the centrifugally compressed air within the periphery of the rotor l3 will be forced through the opening 49 into the outer peripheral region within the annular conduit 50. Since inwardly of such outer peripheral region within the annular conduit 50 there is substantially nothing to cause r0- tation and its consequent centrifugal compression effect upon the air and since the inner extremity of the annular conduit 50 is in open communication with the nonrotating air between the stator vanes 27 through the openings between the frame vanes 64 it will be apparent that the rapidly rotating compressed air within such outer peripheral region will move inwardly by entrainment in the air of lower velocity adjacent thereto. Such entrainment and the consequent decrease in velocity resulting therefrom will reduce the effect of centrifugal force upon the inner movement of the air until the annular conduit 5|] and the space between the stator vanes 21 becomes filled with air the linear velocity of which progressively decreases from the linear velocity of rotation at the periphery of the disc to zero linear velocity the linear velocity of rotation of the stator. However due to the continuous delivery of centrifugally compressed air through the opening 49 and assuming a proper restriction in the flow of air from the region of the stator 24 there will be substantially no reduction of pressure in the air in its flow from the periphery of the rotor l3 through the annular conduit 50 and into the stator 24, other than an infinitesimal reduction resulting from the friction of the air upon the various structural surfaces adjacent which the flow of air occurs.

fhe carburetor 25 provides the outlet for the supercharged air so collected by the operation of the rotor l3 within the region between the stator blades 21.

The carburetor 29 comprises a float chamber 15 which is supplied with hydrocarbon fuel by a conduit not shown leading from a suitable fuel tank located within the cabin. A fuel atomizing jet it communicating with the float chamber '75 is located in the carburetor inlet 71 in such manner as to discharge a spray of liquid fuel into the inlet during the passage of air through a ven turi 78 located in such passage in operative relation to the jet 16. Above the venturi 18 (Figure 4) there is located a shallow cylindrical mixture distribution chamber I9 formed by the upper wall 8| of the carburetor float chamber 15 and a circular end wall 82 disposed in spaced relation thereabove and formed integrally with respect to the lower end of the boss 32. A vertically movable disc type throttle valve 80 is employed above the outlet end of the venturi 18 for controlling the mixture flow from the carburetor 29 to the distribution chamber 19. Between the lower and upper walls 8| and 82 respectively of the distribution chamber 19 is located a plurality of vertically and radially dis posed distribution vanes 83 which at their outer extremities terminate at the periphery of the distribution chamber 19 and at their inner extremities terminate in spaced relation to the axis of the distribution chamber. The axes of the chamber 19, the throttle valve 88, and the carburetor inlet H, are coincidental with respect to one another. Between the inner extremities of the vanes 83 and vertically movable with respect thereto are located a plurality of arcuate shape stops 84 adapted to fill the space there between and to prevent the flow of fluid thereacross. The lower ends of these stops rest upon the upper surface of the throttle while the upper ends thereof are slidably received in openings '85 formed through the upper wall 82 and within the boss 32. The throttle valve 8i; is slotted inwardly from the periphery thereof to receive and to move vertically upon the inner extremities of the vanes 03.

Referring now to Figures 2, 4 and 5 it will be noted that the throttle valve 80 is supported upon a plurality of rods 87 which are so mounted as to slide in openings formed vertically in alternate ones of the vanes 93. These rods extend downwardly through openings not shown in the carburetor inlet 17 and the inner edges of the vanes '21, and upwardly through openings formed vertically through the wall 82. The rods 8? while generally circular in cross section are flattened in the region of the distribution chamber I9 to make the surfaces thereof coextensive with the walls of the vanes 93. The rods Bl are secured to the throttle valve .00 by universal cou- .plings 88 each comprising a'short rod 89 mounted in alined cylindrical openings formed in the rods 81. Each of the rods 09 is intersected by a smaller rod 9| which is secured intermediate its end in an opening formed in the rod 89. The ends of each rod 9| are rotatably received in openings formed in the edges of the openings in the throttle valve 00 adapted to receive the vanes 83. These throttle valve openings are relieved as is indicated at 92 to permit angular as well as vertical movement of the throttle valve 80. Such clearance spaces between the throttle 80 and the rods 81 and vanes 03 may be closed to prevent leakage thereacross by resilient seals 93 which are held in position upon the lower surface of the throttle valve 80 by brackets 94 secured thereto.

The lower ends of the rods Bl project into a space provided above the stator flange 26 by notches 96 cut out in the lower inner edges of the vanes 21. There the lower ends of the rods 81 are attached to the upper surface of a ring 9! by means of universal couplings not :of the parts of a throttle actuating mechanism 98 adapted to be moved vertically, rotatably, and angularly within the notches 99 for correspondingly actuating the throttle valve 80. The relation between the actuating mechanism 99 and the throttle valve 90 established by the rods 8? is such that the actuating mechanism 98 rests upon the stator flange 26 when the throttle valve 80 closes the communication between the carburetor :29 and the mixture distribution chamber I9.

Besides the ring 97 the actuating mechanism 98 comprises a flanged annular channel member 99 in which the ring 91 is rotatably mounted and from one edge of which projects outwardly a lug IOI which in turn is pivotally received in a slot formed in the flanged edge of an annular supporting plate 02. The member 99 and the plate I02 are movable angularly with respect to one another upon a pin I09 which extends through the lug IOI into openings formed in the flanged edge of the plate I02. The plate I02 is supported upon and formed integrally with a plurality of radially disposed bars I04 the inner ends of which are formed integrally upon the upper end of a small hollow cylindrical shaft I05 mounted for vertical and rotational movement in an opening formed centrally of the stator supporting shaft 23. Within the hollow interior of the shaft I05 is a second shaft I05 having its upper end pivotally attached by a pin I01 to the midportion of a rib I08 formed integrally with and diametrically across the inner flange portion of the channel member 99. The end of the shaft I06 is slotted to receive the rib I08 and the rib is provided with an elongated opening not shown to receive the pin I07 and to permit angular movement of the channel member 99 upon its pivot pin I03 in response to vertical movement of the shaft I05.

When, by means of controls in the cabin not shown, the operator of the aircraft moves the shaft I05 vertically upwardly from its position at rest upon the stator flange 26 the throttle will move correspondingly vertically upwardly to provide an equal opening in all directions between the carburetor 29 and the mixture distribution chamber I9; The super-charged air within the stator 24 compressed therein by the operation of the rotor I3 as previously described will flow past the carburetor jet I0 where a proper combustible mixture will be formed and .of which mixture equal portions will pass outwardly into the distribution chamber I9 between the vanes 83. From such region the mixture is received by a manifold I09 which is divided into four parts III each extending an equal distance around the inner periphery of the manifold and the central portion of each of which communicates with the interior of a mixture supply conduit H2. The opposite end of each of the conduits H2 communicates With one of the engines I5 through the interior of one of the wings I0. Each conduit II2 is threaded into an integral nipple H3 projecting from the manifold I09 and the lower edge of which merges within an annular supporting web N4 the opposite edges of which are formed integrally with respect to the lower extremities of the manifold I09 and the region of the frame 39 located radially outwardly therefrom. As well as supporting the manifold I09 the web II l limits the supercharged air within the stator 24 to the region below the manifold I09.

Rotatably mounted upon the outer surface of each of the conduits H2 is a torque tube IIB the inner extremity of which terminates within the frame 39 in movable relation to the outer end of one of the nipples II3. Each of such ends is there rigidly secured to a flanged thrust ring I I7 the outer surface of which rotatably engages an annular bearing surface H8 provided around the inner end of a bearing H9 formed integrally with the frame 39. To provide for the operation of the thrust rings ill the web [I4 has integral portions I2! projecting upwardly therefrom in which the thrust rings I I7 and the ends of the torque tubes H6 are operatively received.

Referring to Figure 18 it will be apparent that each mixture supply conduit H2 at its outer end terminates within and is secured rigidly to a boss I22 formed inwardly of and integrally with respect to the inner end wall I23 of an inwardly extending projection I29 of the outer wall I25 of each of the engines I5. The external shape of the projections I29 is roughly comparable to the shape of the ends of the wings I4 with one end of which the inner wall I23 of each projection I24 i juxtapositioned. The interior of the projection I24 of each engine I5 communicates with the interior of one of the mixture supply con- 9. dults H2 and with an elongated annular heating chamber I26 formed in each engine I5 between an inner wall, I21 provided therefor and the outer wall I25 thereof. At the rear end thereof the heating chamber I26 of each engine I5 terminates in an annular mixture supply chamber I28 integrally formed between the rearend of the outer wall I25, the rear end of an exhaust tube I29 provided for each engine and a burner I3I also provided for each engine and projecting across the space between the rear extremity of the inner wall I21 which terminates a considerable distance forwardly of the outer wall I25 and the exhaust tube I29. 7

The carburetor 29 and the fuel burners I3I may be so designed and adjusted that the mixture supply chambers I28 will be supplied with a mixture of fuel and air having a proper ratio for combustion within the engines I5.

In addition to the supercharging of the air employed in'the carburetor 29 as a result of the operation of the rotor I3 the combustible mixture supplied to the chambers I28-is additionally centrifugally compressed in the mixture supply conduits II 2 also as a result of the operation of rotor I 3. This compressed mixture is expanded through the burners I 3| forwardly into a combustion chamber I32 formed in each engine by the space between a rear portion of the inner wall l2! and a forward portion of the exhaust tube I29 thereof. A spark plug I33 secured in a boss I34 projecting outwardly from the inner wall I21 of each engine and supplied by a conductor I36 with electrical energy from a suitable source within the cabin not shown provides for initially igniting the charge within the combustion chambers I32 when starting the engines. After such initial ignition the circuit may be broken to the spark plug I33 and themixture will continue to burn forwardly in the combustion chamber I32 of each engine I5. The design of the combustion chamber I 32 of each engine I5 is such that under all normal conditions of operation the combustion of the charge will be substantially complete upon arriving at the region radially outwardly from the forward end of the exhaust tube I29 thereof.

- It will be noted that the forward end of the exhaust tube I29 terminates a considerable distance rearwardly of the forward end of the engines. The space thus provided within the engine forwardly of such exhaust tube end and indicated at I31 is provided for expanding the products of combustion delivered thereto from the forward endof the combustion chamber I32. For this purpose the forward end of the exhaust tube I29 is flanged outwardly. as indicated at I38 to provide a radially directed annular opening I39 between the rear surface thereof and the forward end of an integral annular wall I4I formed around the forward end of the exhaust tube I29 in such manner as to provide an annular expansible fluid delivery chamber I42. The wall I 4|; the forward end of the exhaust tube I 29 and the engine inner wall I21 all are held in position by a thin integrally formed fin I43 which extends in opposite directions between the expansible fluid delivery chamber wall MI and the engine outer wall I25. The portion of this fin I43 which extends inwardly from the exhaust tube I29 is provided with an opening I44 at one end communicating with the delivery chamber I42 and at the other with an expansible'fiuid supply conduit I46 the end of which is rigidlysecured in the opening. The conduit I46 for each engine I5 extends inwardly through the mixture supply conduit H2 therefor to a region slightly beyond the inner end thereof where it is secured in an opening in the upper part of this manifold I09. There-the conduit communicates with and. is supplied with expansible fluid from the expansible fluid valve 33 heretofor referred to.

As will be hereinafter described the expansible fluid valve 33 may supply to the conduits I46 a heavy fog-like mixture of water and air which due to the specific gravity thereof is tremendously effected in the conduits I46 by the rotation of the rotor I 3. As a result thereof the mixture is discharged into the expansible fluid delivery chambers I where it is immediately discharged at considerable velocity from the annular orifices I39 across the forward ends of the combustion chambers I32 of the engines I5. The finely divided particles of water so distributed across the forward ends of the combustion chambers I32 are almost instantly va porized by the hot products of combustion emanating from the combustion chambers I32 and.

thereupon tremendously expand the fluid within each of the engines I5. The expansion chambers I31 throughout which this vaporization occurs may be of such design and size and the quantity of waterdelivered by the orifices I39 is such that temperature of the steam and products of combustion delivered into the forward ends of the exhaust tubes I29 is suificiently above the boiling point of water'at the prevalent pressures. Such expansible fluid and products of combustion are thereupon discharged into the atmosphere through the exhaust tubes I29.

Referring to Figures 2 and 6 the expansible fluid valve 33 which is located in the boss 32 projecting upwardly from the carburetor 29 comprises essentially a disc valve I48 and a needle valve I 49 the latter being held in position by and at its upper end engaging the lower surface of the former. The disc valve I49 adjacent its periphery is seated upon an annular shoulder I5I formed between a larger upper cylindrical opening I52 containing the disc valve I48 and a smaller lower cylindrical opening I53 containing the needle valve I 49. Within the opening I53 there is provided for slidably receiving the upper end of the needle valve I49 a cylindrical guide I54 which is smaller than the opening I53 to provide an annular space through which expansible fluid is supplied to the valve I48. Such guide I54 is supported within the opening I53 by a pair of diametrically opposed webs ex-. tending inwardly from the boss 32.

rior of the opening is supplied with a small quantity of air by a pair of diametrically opposedopenings I56 (Figure 2) formed in the-boss 32 and the outer extremities of which communicate with the space within the frame 39 above the web I I4. This space also communicates with the upper central portion of the rotor I3 through openings I58 formed in the upper end wall I59 of the frame 39. The lower end of the The intei -he w re 1A8 .ssi.heh i hel in position u on it seat yia sprin 11 th unper ou tion o .Ch: .i' I .a li htly mal er openi 1 termed n the boss .8 above the o enin L i iho upper end of the s in 1 abut the u pe and o th o enin I54 Whi e h lowe end the eo abuts the u per us aoe of the valve I48. Extending radially outwardly r m t e lower end of th o en n I53 is a annula pe I65 ha ing verti a y and radially disposed vanes I588 extending from edge to edge thereof. The depth of the openin I65 such that the edge of the valve I48 closes the opening I85 unless the valve I48 is raised to some extent upon its seat ,I5I. Beyond the ex.- terior surface of the boss .32 the opening I65 communicates with arcuately formed ports I61 formed around the interior surface o'f an annular manifold I68 the inner surface of which is rotatably mounted upon the exterior surface of the boss 32. "Packing rings I68 set in annular grooves located above and below to ports I81 provide a seal to prevent the leakage of fluid from between the manifold I88 and the'boss 32. The manifold I88 is supported in operative position by pairs of diametrically opposed arcuate arms I'IO formed integrally between the manifold I68 and an inwardly flanged upper edge portion I19 of the manifold I 89. The inner lower surface of the flange portion I19 rotatabl-y engages the upper edge of a flange -I8I projecting upwardly from the upper Wall 82 of the mixture distribution chamber. Arcuately-formed conduits I82 located radially outwardly of the arms I10 communicate at one end with one of the manifold ports I81 and at the opposite end with the inner end of one of the expansible fluid supply conduits I48.

Referring particularly to Figure 6 there is proyided for operating the valves I48 and I48 by each of the rods 81 a cam actuating mechanism IH. Each of the mechanisms III comprise an arm II3 n1ounted at one end upon a pin I13 extending within an opening formed across the upper end of each of the rods 87 while the opposite end of the arm is slidably mounted in an opening I14 extending radially inwardly of a earn H5. Beyond the inner end of the openngs 4 and acent e pposite edge of the cam H5 is a sin 6 which ex ends t ans er ely across the can and the op o it of h h are mount d in o n ngs pro ided in .opoo to of an inwa d di ected sl t '17 in which th a i o ach m c ism i lo atede ti l y d s sed ins slid l .in uni l o eni gs t nes n he oss at thei up er on s e gage the lower surfac o t e valve 148 ad acsht the peripher thereo hi e a their owe end the ins n a e th surfa es or th ams 1. 5.-

Wh n he rods a e ed u wa dly io queuing th th o e val e 13 h p ns 8 al o open the valve I48 proportionally against the omp ess o o the s rin I A h same time and to the same extent the valve I49 will be ais d f s at b the r su o th ter conta ns ithin he Wat r up l ass ge J62- In re ponse to a y r e se .ih smsni of the ds the waiv s M and M? wi l tend to he mov d o rd heir es e ti e seats ii! and IIi-I y thoera on oi the s in 3- During t e t me while the valves I 48 and I48 are open the less than atmospheric pressure within t e opening I 53 caused by the centrifugal force affectin "1'2 th conduits 1. .4.5 wil 81188 a small flow era-1r th ough th ope i g H 6- .air and thence partic es o Water pr vided by the valve its will orm -.a:; .elat e1y he vy f i e supp y of xoausibie mix ure to b d st ibut d by th yalve I48.

hence, in response to such operation of th valves I 48 and I49 the conduits I46 will supply o the v nsin -is I5 a quan i y of xpansible-lfluid whi h i always proportional to the quantity f the charge supplied by the charge forming deice29.

The torque tubes III; which, as has been previously described, are rotatably mounted with respect to their own axes upon the exterior surfaces of the mixture supply conduits I I2 and within the bearings H8 at the inner extremities thereof, extend outwardly through the periphery of the rotor I3 and terminate at the outer .ends of the wings I4 just short of the end walls I 23 of the engine projections I24 (see Figure 18-). The portions of these tubes H8 which extend throughout the wings are surrounded by other tubes I83 which are disposed in annularly spaced relation thereto and held in such positions by annular spacing rings I84 secured at their external and internal surfaces rigidly to the tubes I83 and H6 respectively. There is a plurality of the rings I84 spaced along the tubes in proper locations to take the stresses therebetween. The tubes I83 extend from the outer extremities of the tubes IIB beyond the opposite ends of the wings I4 (Figure 11) and into the rotor I3. There the ends of the tubes are jou-rnaled within elongated bearings I85 which are secured rigidly to the outer ends of the pairs of beams 4| by pluralities of pairs of oppositely disposed brackets I88. Thrust bearings I81 rotatably engaging the innor ends of the bearings I85 are rigidly secured to the ends of the tubes I83 to take the thrust resulting from the centrifugal effect involved in rotating the wings,

The wings I4 comprise a pair of inwardly flanged end ribs I88 between which are spaced a plurality of similarly flanged intermediate ribs 189, The ribs I88 and I89 are all of the same external dimensions to provide Wings of the same cross section from one end to another. The ribs I89 have openings I9I to igh en t ribs and to Permit the .flow of air between .z paood Win compartm nts I92 thereby pr y d, All o the ribs 1.8.8 and IE9 have nnular ilns s 1.9.3 iormsd aro nd openings ins or diatothe en s thereof and adapted to re hive and to he ri idly secured upon the exterior surfaces oi the tubes I83. The positions a whi h th ribs 1.8 and I89 are S cured to the tubes I83 may vary angularly and pro rsssivsl outwardly from the rotor It to h engines I 5 in such manner as to provide variable and progressively decreasing pitch angles for the wing from the rotor to the engines. The am nt of this variati n in the pitch of ach oi he ings may be such t t t e l t of ach win is subst n ial y nstant from one end to another notwithstanding the variation n inear veloci s b twe n the opposite ends ther o resu t n from the r tary m tion ther i- The out -r coverings for the wings are proidod by m tall c heets I 94 wrapped around the flanged outer edges of the ribs, formed to conform to the variation in angles of attack thereof and rigidly secured to the flanges.

fie In orderto be able to vary at the will of the operator the total efiective angle of attack or constant pitch of each wing, simultaneously and equally with respect to one another, there is provided the friction actuated power unit 35 heretofore referred to.

- To provide for the effective operation of this unit the upper end of the stator shaft 34 is provided with a pilot bearing I95 formed in the upper end I59 of the frame 99. This bearing I95 in order not to effect the operation of the airscoop bearing 66 is separated from such latter bearing by a spacer ring I99 which is secured rigidly to the shaft 34.

Within the frame 39, upon the shaft 34 and between the upper end of the boss 32 and the lower end of the bearing I95 is mounted for rotation upon the shaft 34 an oppositely disposed and spaced pair of gears I91 and I 99 and the teeth of which mesh with diametrically opposed portions of aplurality of equally spaced gears I99. There is one of the gears I99 for each of the wings I4. The gears I99 the axes of which intersect at a point within the axis of shaft 34 each are mounted rigidly upon the inner ends of radially disposed shafts 29I the intermediate portions of which are rotatably mounted in bearings 292 formed integrally with the frame 39 and projecting inwardly therefrom and abutting the outer ends of the gears I99 to provide thrust be-arings'for the latter to hold the'same in mesh with the gears I91 and I98, Beyond the bearings 202' the shafts 29I have secured thereto pinions 203 which mesh with other similar pinions 294 rigidly secured on the upper ends of shafts 295. Bearings 259 formed integrally with and projecting outwardly from the frame 39 provide thrust bearings for holding the gears 294 in operative positions and for supporting rotatably the upper ends of the shafts 295. The lower ends of the shafts 295 are provided with worms 291 (see Figure 4) which are adapted to operatively engage worm wheels 298 each of which is rigidly secured upon one of the shafts H6 just beyond but rotatably engaging the ends of the bearings IIS. Pairs of bearings 299 for the shafts 255 formed integrally with and projecting outwardly from the frame 39 above and below the ends of the worms 291 hold the worms 291 and the worm wheels 298 in operative relation.

The friction involved in operating the various parts of the power unit 35and the purchase between the worms 291 and the worm wheels 298 is such as to prevent the rotation of the torque tubes H6 and consequently any change-in the angle of attack of the wings I4 until such time as the operator may elect to change the angle of attack of the wings by operating the power unit 35 to rotate the shafts295 in one direction or another. Hence, it will be apparent from the drawings that the mechanism of the power unit 35 thus far described will merely rotate idly upon the shaft 34 during the normal operation of the rotor I3. 1

In order that the operator maybe able to varyat will the angle of attack of the wings it is necessary only to brake or slow down the idle rotation of oneor the other of the gears I97 or I98. This will cause rotation of the gears I99 and the worms posed annular brake pistons 2 are mounted,

upon the shaft 34 between the gears I91 and I98. These pistons are secured against rotation upon the shaft 34 by splines 2I2 mounted in grooves formed in the external surface of the shaft and the internal surfaces of the pistons 2| I. The ends of the pistons 2 I I have frictional material or brake lining discs 2! 3 secured thereon, the position of such discs being such that the surfaces thereof normally are disposed in spaced relation to the interior and adjacent surfaces of the gears I91 and I933. The interior surfaces of the pistons 2 II are disposed in sliding contact with the shaft 34 upon the splines 2I2 while the exterior surfaces thereof are slidably disposed in annular cylinders 2I4 the inner edges of which rotatably engage the shaft 34. Between the inner extremities of these cylinders and the adjacent ends of the splines 2 I2 are relatively loosely confined the central annular portions of springs 2I5,

each of said springs comprising a plurality of. radially disposed leaf portions which are flexed spring 2 I5 to cause the brake, disc of that cylinder to engage one or the other of the gears I91 or.

In order to bring about this result (see Figures 2, '1, 8, 9, and 10) there is rotatably supported upon the shaft 34 between the adjacent inner portions of the cylinders 2I4 an inner annular rotary valve sleeve 2 I1 on which in turn is rotatably mounted an outer annular rotary valve sleeve 2I8 the opposite ends of which are formed integrally with the cylinders 2E4. The inner valve sleeve 2 I 1 is provided with a pair of arcuate ports M9 and 22I spaced from one anotheraxlally ofthe shaft 34 and extending in opposite directions circumferentially of the sleeve Zn from the adjacent edges of air supply ports 222 and 229, re

spectively. The air supply ports 222 and 223 each communicates with an air supply conduit 224- formed by providing an opening extending longitudinally of the shaft 94. This opening 224 extends downwardly through the shaft 34, the boss 32, and various available walls of the carburetor 29 and there through an opening not shown communicates with the space within the stator 24 between the fins 21. In such region the opening and the conduit 224 are supplied with supercharged air which results from the centrifugal compression of air within the rotor I3 as previously described. The ports 2I9 and 22I- are adapted to co-operate respectively withsimilar ports 225 and 229 formed in the inner surface of the outer sleeve 2I8 directly oppositely thereto and extending in opposite directions around the sleeve 2I8. The port 226 is connected by a passage 221 formed in the sleeve 2I8 with the interior of the piston and cylinder adjacent the gear I91 while the port 225 is provided with a similar passage not shown connecting this port with the interior of the piston and the cylinder adjacent the gear I98. In the intermediate positions in which the parts are shown in Figures '7 and 8 the sleeve 221 in both instances just closes: the air supply conduits 222 and 223 and the ports 225 and 226 are just out of communication with the ports 2I9 and HI.

aesaeee From Figure 7 is will be apparent that if the sleeve 21! is rotated in a clockwise direction the airsupply passage 222 will be immediately placed in communication with the port 225 through port 2i9 and air under pressure will be supplied to the piston and cylinder adjacent the gear 198. The resultant movement of the brake disc of the cylinder will slow the idle rotation of the gear I98 and as has been previously described this results in the operation of the worms 229 to change the angle of attack of all the wings in one direction.

At the same time it will be apparent from Figure 8 that the described clockwise movement of sleeve 2i! will only further close port 226 from communication with the air supply passage 223.

However, and still referring to Figure 8, it will be apparent that any counterclockwise rotation of the sleeve 2| 1 will immediately open communication between the ports 223 and 22% and air under pressure will then be supplied to the piston and cylinder adjacent the gear 91. This, as has been previously described will oppositely rotate the worms 291 and consequently change the angle of attack of the wings in the opposite direction.

Referring again to Figure '7 it will be apparent that this counterclockwise movement of the sleeve 2|! only further closes the communication between the supply port 223 and the port 22 5.

In order to be able to discontinue the change in angle of attack of the wings in opposite directions as described it is necessary to move the sleeve ZIS an amount that is equal in angular extent to that in which the sleeve 2i? has been moved. If this is done it will be apparent that the ports 225 will cut off the communication with the ports 222 or 223, whichever may exist.

To bring about such corresponding rotation the outer sleeve 2&8 has secured thereto a circular cam 228' which is rotatably mounted within another circular cam 229, the two cams being of equal excentricity although unequal in diameter. Surrounding the two cams and rotatably engaging the outer surface of the cam 229 is an annular ring 23i rigidly secured at diametrically opposed regions to the inner ends of oppositely threaded screws 232 and 233. The screws extend into cor"- respondingly threaded openings 234 formed in adjacent ends of an oppositely disposed pair of the shafts 2M.

It will be apparent from Figures '7 and 8 that when the worms 201 are turned in one direction the screws 232 and 233 will both move an equal distance in the same direction. Also it will be apparent that rotation of the worms .201 in the opposite direction will result in equal but opposite movements of the screws 232 and 233. further be apparent from these figures that such movements of the screws 232 and 233 will actuate thecams 228 and 229 to rotate the sleeve 2 [8 in either direction. By properly relating the pitch of the screws 232 and 233 to the other thread and gear mechanisms of the unit the sleeve 218 may be made to move angularly exactly the amount by which the sleeve 2!! was moved, in either direction.

Again referring to Figures 7 and 8 it will be apparent that a similar arrangement of exhaust ports is provided in the sleeves 2-H and 2|8. These comprise oppositely extending ports 235 formed in the sleeve 2!! and oppositely extend ing ports 236 formed inside the sleeve 2 i 8. These are adapted to communicate with spaced exhaust passages 23'! which at their inner ends communicate with an exhaust passage 238 extending downwardly of the shaft 34 and there by means of an It will 1 opening not shown communicating with the space within the frame 39 above the web H4. The exhaust ports however, as will be seen by Figures 7 and 8 are arranged so that the exhaust passages 231 will always be provided with slightly open means of communication with both of the piston and cylinder units whenever communication is broken between the air supply passages 222 and 223. Such means of communication however will be immediately cut off whenever any air is supplied to the cylinders by the passages 222 or 223.

It will be apparent from the foregoing that the angle of attack of the wings may be changed to any desired extent by the movement in either direction of the sleeve 221 and that when the angle of attack of the wings has been changed to such desired extent that the operation of the power unit 35 will be discontinued by the movement of the sleeve ZIB resulting from the movement of the Wings. Thereafter the worms 201 will retain the wings in such desired position by reason of their purchase upon their respective worm wheels 208.

To move the sleeve 2!! to any desired extent in response to the will of the operator there is provided an arcuate groove 239 (Figure 9) which is disposed between the spaced groups of ports illustrated by Figures 7 and 8. The groove 239 is adapted to co-operate with and to receive a rotary type piston 22! which is secured within a radially disposed opening formed in the shaft 34.

On one side of the piston 241 there is provided an oil supply port 242 which communicates with the portion of the groove 239 on such side of the piston 24i through an opening 243. On the opposite side of the piston is provided an air exhaust passage 244 which similarly communicates with the groove 239 on such side of the piston 2M through an exhaust opening 246. The exhaust passage 244 is connected to the exhaust passage 238 used for exhausting the ports illustrated by Figures 7 and 8.

The oil supply passage 242 extends downwardly through the shaft 34 and various other elements of the stator 24 through various passages not shown and by means of a conduit 241 (Figure 10) connected to such passages eventually communicates with the interior of an oil displacement pump 248. The pump has a pump cylinder 229 provided at its inner end with an escape groove 25! and a supply passage 252 the latter communicating at its upper end with an oil supply tank 253. The piston 254 within the cylinder 249 is actuated by a rod the opposite end of which is connected by a pin 256 to a lever 251; One end of the lever 25? is pivoted by a pin 258 upon a frame 259 the opposite end of which provides an arcuate guide 26! for the lever 25]. The end of the lever is provided with a detent mechanism by which the lever may be retained in any desired position upon the guide 26!.

It will be apparent from Figure 10 that when the lever 25! is moved in either direction the oil beyond the piston 254 will either be displaced or replenished and from Figure 9 it will be apparent that the sleeve 2 I! will be moved in either direction by the efiect of such oil movement upon the piston 246.

By operating the lever 25'! the operator may change the angle of attack of the wings to any desired extent in either direction.

How to start the engines by the use of a starter for rotating the rotor l3 and by the use of the spark plugs I33 for igniting the charges therein 17*- andhow to supply any desired amount of combustible mixture and expansible fluid to the engines by actuating the throttle valve 80 and the expansible fluid supply valve 33 to any desired extent by vertically moving the shaft I in opposite directions, already has been described. It may now be statedthat when the engines are to be started the lever 251 should be moved into such position as to provide the wings with minimum angle of attack. In such circumstances the drag of the wings will be reduced to the minimum, the lift resulting from the rotation of the wings will be the minimum, and the engines can be started easily and brought up to normal operating speed without lifting the aircraft from the ground. When it is desired to lift the aircraft vertically off the ground after the engines have attained such normal operating speeds the operator simultaneously moves the lever 251 to increase the angle of attack of the wings, thereby providing sufiicient lift to result in the vertical elevation of the aircraft at the desired rate, and, further increases the supply of combustible mixture and expansible fluid to the engines I5 by further elevating the shaft I05 to maintain the normal operating speed of the engines notwithstanding the increase in the load thereon. a

When the aircraft has attained sufficient altitude that the operator may consider it desirable to commence translatory flight the operator merely operates the controls in the cabin in such manner as to'further elevate the rod I06 which previously had been moved upwardly only 'by the upward movement of the shaft I05. Such further movementof the shaft I06 results in a tilting movement of the channel element 99 upon its pin I63 in response to which movement the throttle valve 80 and the disc valve I48 will be proportionally tilted to provide successively to the engines unequal charges of combustible mixture and of expansible fluid at different degrees of rotation throughout each revolution of the rotor I3. However each engine will be supp-lied with the same amount of combustible mixture and'expansible fluid that any other engine receives at the same degree of rotation of the rotor. The result of such unequal distribution of combustible mixture and expansible fluid will be to unbalance the equilibrium of forces upon the rotor which previously caused the air-craft .to rise vertically. Since this difference between all of the forces effecting the rotor effects the axis of rotation thereof in the same direction, the aircraft willbe moved laterally by cyclic propulsion resulting from the difference between, the maxineurn and minimum charges successively supplied to the engines. I

It will be observed that the lateral movement of the aircraft produces a greater air speed over the advancing wings, or Wings moving in the direction of flight than it does over the retreating wings or wings moving in the direction opposite the direction of flight. Since the wings are held rigidly in any position oncethe angle of attack is established a greater lift upon the rotor will be provided on the side of the advancing wings than wilhbe provided on the side of the retreating wings. This difference in lift is disposed of as follows:

Referring to Figures 15, 16, 17, and 18 it willbe noted'that the front portions of the wings are provided with a plurality of openings 263 extending from adjacent the inner ends of the wings to adjacent the outer ends thereof. These open: ings are staggeredin such manner as practically to provide continuous openings in the wings throughout the extent thereof. Beneath the openings 263 and inside the wings M the ribs I89 are cut out in such manner as to receive flanged semicylindrical conduits 264 which are secured rigidly to the ribs I89 and to the wing coverings I94 on the interior surfaces thereof. These conduits are all open to the interiors of the wings I4 at the inner extremities thereof as is indicated at 265. The conduits 264 also are closed to the interior of the wings adjacent the opposite ends thereof as is indicated at 266. The conduits 264 extend beneath and only slightly beyond the extent of the openings 263.

When an advancing wing is effected by a greater air speed than a retracting wing the openings 263 by entrainment and as a result of the instantaneous difference in pressure which occurs, tend to exhaust the conduit 64 until the pressure within the conduit is equal to the pressure immediately adjacent and above the openings 263.

Conversely when a retreating wing is effected by a lesser air speed than an advancing wing the openings 263 by entrainment and by the resultant difference in pressure which occurs, tendto fill the conduit 64 until the pressure within the conduit is equal to the pressure immediately adjacent and above the openings 263. p

The pressure within the wings and in com munication with the conduits 264 through the openings 265 is elfected'by centrifugal force resulting from the rotation of the wings and genconduits 264. Assuming a linear speed at the .erally speaking increases outwardly from the inner ends of the wings from a value substantially equal to the average pressure in all of the outer ends of the wings of fifty thousand feet per minute it will be apparent that the pressure within the wings at the outer ends thereof will be considerably greater than at atmosphere whereas the pressure of the air at the inner ends of the wings will be somewhat less than one atmosphera. Since compressed air at such variable pressures as exist from one end to another of these wings is relatively unstable and can be easily caused to vibrate even by the most minute of forces it will be apparent that the previously described varia-' tion in pressures within the conduits 264 will disturb the equilibrium of the variably compressed air within the Wings and will cause the latter to vibrate. Such vibration may be accentuated enormously by the property of resonance which: depends merely upon the design of the column, tilibe, or chamber in which the vibration takes p ace.

formed provide separate compartments in which vibrating air within the Wings will expand from one compartment to another through the open minute of the rotor I3. With such period of vi-;

bration each variation in pressure that occurs within the conduits 264 and which through the openings 265 is communicated to the inner ends:

of the wings I4, Will cumulatively eifect the pressure within the wings and will cause a pumping or breathing action through the openings 263.

Hence, in an advancing wing the compressed air in the Wing wil1 be pumped outwardly through the conduit 264' and the openings 263 and into the region above the wing. Such pumping of air It will be noted that the ribs I88 and I89- of the wings I4 between which openings I9I are aesaoo 19 in the region above the wing will tend to decrease the lift of the wing notwithstanding the reater air speed thereover.

Conversely, in a retreating wing the compressed air in the wing will pump air inwardly through the conduits 26-4 and the openings 263 and away from the region above the wings. Such pumping of air away from the region above the wings will tend to increase the lift of the wing notwithstanding the lesser air speed thereover.

By properly designing the wings to take advantage of this property of resonance so applied thereto the lift of the advancing wing may be decreased and that of the retreating wing increased to such an extent that a condition of harmonic stabilization will be produced and hence the lateral stability of the rotor will be assured during transverse flight at any speed.

In order to change the direction of flight it is only necessary for the operator to operate the controls in a manner which will result in the rotation of the shaft I05, the controls being constructed in such manner as to move the shaft vertically for increasing or decreasing the supply of combustible mixture and expansible fluid to the engines and rotatably for changing the angular position of the diametrically opposed regions at which themaximum and minimum quantities of combustible mixture and expansible fluid are supplied to the engines. Such rotation of the shaft I correspondingly rotates the tilted actuating mechanism 98 and the proportionally tilted valves 8'0 and I48. Consequently thevalves supply the maximum and minimum quantities of com bustible mixture and expansible fluid successively to the engines at different angular positions relative to the stator '24.

'1. A direct reaction engine comprising a hollow shell adapted for rotation about a transversely disposed axis, a combustion chamber associated With the periphery of said shell and having an exhaust passage projecting therefrom in tangential relation to the circular path of movement of said combustion chamber about the axis of said shell, centrifugal compression means within said shell and dividing said shell into a plurality of passages extending from a centrally disposed air inlet opening formed in said shell to the periphery of said shell, annular passage means formed in said shell at one side of said centrifugal compression means and connecting the periphery of said shell to a central portion of said'shell adjacent said inlet opening, centrifugal compression means connecting said central portion of said shell to said combustion chamber, and means for supplying fuel to said combustion chamber.

2. A direct reaction engine comprising a hollow shell adapted to rotate about a transversely disposed axis within the periphery of said shell, a combustion chamber associated with the periphcry of said shell and having an exhaust passage leading therefrom in tangential relation to the path of rotation of said combustion chamber, means for supplying fuel and air to said combustion chamber, means for igniting said fuel and air for impelling said combustion chamber and said shell about said axis, parallel centrifugal compression means within said shell for providing multiple stage compression of said air supplied to said 'COl'Ilb'llStlOll chamber, said multiple stage compression means forming a fluid compress-ion loop within said shell, said loop having ends extending between the axis of said shell and Said combustion chamber.

'3. A direct reaction engine comprising a hollow shell adapted for rotation about a transversely disposed axis, said shell having an annular chamber formed therein and extending from adjacent said axis to the periphery of said shell, a combustion chamber associated with the periphery of said shell for rotating said shell upon said axis, multiple stage compression means associated with said shell for supplying a fluid charge to said combustion chamber, one stage of said compression means having discharge means connected to the outer periphery of said annular chamber and another stage of said compression means having an inlet'connected to the inner periphery of said annular chamber, said last mentioned stage of said compression means being centrifugal compression means extending from said inner periphery of said annular chamber to said combustion chamber and externally with respect to said annular chamber.

4. A direct reaction engine comprising a, hollow shell adapted to rotate about a transversely disposed axis within the periphery of said shell, a combustion chamber associated with the periphery of said shell for rotating said shell about said axis, a wall disposed within said shell for dividing said shell into parallel annular compartments extending from the central portion to the periphery of said shell, centrifugal compression means in one of said compartments for compressing air Within said shell from an inlet opening adjacent the axis of rotation of said shell to the periphery of the other of said annular passages, and centrifugal compression means connecting the central part of said other of said annular passages to said combustion chamber.

5. A direct reaction engine comprising a hollow shell adapted for rotation about a transversely disposed axis, said shell having an annular chamber formed therein and adapted to extend from the periphery of said shell toward the axis of rotation of said shell, a combustion chamber as sociated with the periphery of said shell, means for compressing air into the outer periphery of said annular chamber, means for compressing air from the inner periphery of said annular chamber to said combustion chamber, means for supplying fuel to said combustion chamber, and means for increasing the flow of said fuel to said combustion chamber on one side of'said axis of rotation and for decreasing the flow of fuel to said combustion chamber on the opposite side of said axis of rotation of said shell throughout successive revolutions of said shell.

6. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis extending within the periphery of said shell, a combustion chamber associated with the periphery of said shell for rotating said shell about said axis, a centrally disposed inlet formed in said shell for supplying air to said shell adjacent the axis of rotation of said shell, centrifmgal compression means disposed within said shell and-communicating with said inlet for compressing air from said inlet into the periphery of said shell, an annular compartment formed in said shell and extending between the periphery of said shell and the central portion of said shell for receiving said air at the periphery of said shell and for conducting the same to the central part of said shell, and centrifugal compression means within said shell and connecting said central part of said shell to said combustion chamber.

7. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis extending within the periphery of said shell, a partition dividing said shell into a pair of annular compartments extending from the central portion of said shell to the periphery of said shell, a plurality of beams disposed in one of said annular compartments between and outer wall of said shell and said partition and extending from adjacent the central portion of said one of said annular compartments to the periphery of said shell, said partition being formed to provide communicating passages between the spaces between said beams and the outer extremities of the other of said annular compartments, a combustion chamber associated with the periphery of said shell for rotating said shell about said axis, air inlet means formed in said shell for supplying air to be compressed to the space between the inwardly disposed ends of said beams, and means for supplying air from the central portion of said other of said annular compartments to said combustion chamber for supporting combustion in said combustion chamber.

8. A direct reaction engine comprising a hollow annular shell adapted "for rotation about a transversely disposed axis extending within the periphery of said shell, a wall for dividing the interior of said shell into a pair of annular compartments extending from the central part of said shell to the periphery thereof, a plurality of partitions in one of said annular compartments for dividing said compartment into a plurality of passages extending from the central part of said one annular compartment to the periphery of said one annular compartment, annular passage means formed in said wall for providing communication between said annular compartments at the periphery of said shell, means disposed in the central part of the other of said annular compartments for preventing rotation of air in said central part of said other annular compartment, a combustion chamber associated with the periphery of said shell for rotating said shell upon said axis, and centrifugal compression means in said shell for compressing air from said central part of said other annular compartment to said combustion chamber.

9. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis extending within the periphery of said shell, a stator projecting within said shell adjacent the axis of said shell and having vanes positioned to oppose rotation of air within the central part of said shell, a charge forming device located within said stator for forming a charge of fuel and air within said stator, multiple stage compression means within said shell for compressing said charge toward the periphery of said shell, a combustion chamber associated with the periphery of said shell for converting said charge into products of combustion, and means for discharging said products of combustion tangently with respect to the path of movement of said combustion chamber.

10. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis extending within the periphery of said shell, a heating chamber associated with the periphery of said shell for heating expansible fluid within said chamber, said heating chamber having associated therewith a tangently directed passage leading from said heating chamber for discharging said expansible fluid from said heating chamber, and

centrifugal compression means associated with the interior of said shell and having passage means for said expansible fluid, said passage means being directed radially outwardly and inwardly and outwardly within said shell.

11. A direct reaction internal combustion engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis, a combustion chamber having a tangently disposed exhaust passage associated with the periphery of said shell for rotating said shell about said axis, a plurality of devices within saidshell for centrifugally compressing air from the central part of said shell to the periphery of said shell, an air inlet formed in said shell and leading to the inlet end of one of said devices, and an annular chamber formed in said shell and connecting the outlet end of said one of said devices to the inlet end of the other of said devices, the outlet end of said other of said devices being connected to said combustion chamber for supplying compressedair to said combustion chamber.

12. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis, a combustion chamber associated with the periphery of said shell for rotating said shell upon said axis, a plurality of centrifugal compression means within said shell for compressing a fluid charge within said combustion chamber, and an annular passage formed in said shell and connecting the outer end of one ofsaid compression means to the inner end of another.

13. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis, a combustion chamber associated with said shell for rotating said shell upon said axis, multiple stage centrifugal compression means within said shell and having radially outwardly and inwardly and outwardly disposed passages formed therein for supplying an expansible charge to said combustion chamber, and a charge forming device located adjacent said axis of rotation of said shell and interposed between two stages of said multiple stage compression means for supplying combustible fluid to said combustion chamber.

14. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis, a combustion chamber having inlet and exhaust passages formed in said shell, said exhaust passage having a tangently disposed end associated with the periphery of said shell for rotating said shell about said axis, multiple stage compression means within said shell and forming a part of said inlet passage for compressing the expansible fluid expanded in said combustion chamber and discharged through said exhaust passage and fluid control means having an infinite number of positions progressively obstructing one of said passages during each revolution of said shell, said means in diametrically shell about said axis, multiple stage compression means within said shell and forming a part of said inlet passage means for compressing expansible fluid expanded in said combustion chamber means and discharged through said exhaust passage means, means controlling the flow of fluid through said passage means, and actuating means for said controlling means, said actuating means being operable progressively to move said controlling means to decrease to any extent the flow of fluid through all of said passage means on one side of the axis of rotation of said shell and progressively to increase to any extent the flow of fluid through all of said passage means on the opposite side of the axis of rotation of said shell and one the same sides of said axis throughout successive revolutions of said shell.

16. A direct reaction engine comprising a hollow annular shell adapted for rotation about a transversely disposed axis, combustion chamber means having inlet and exhaust passage means formed in said shell, said exhaust passage means having tangently disposed end means associated with the periphery of said shell for rotating said shell about said axis, multiple stage centrifugal compression means Within said shell for compressing expansible fluid expanded in said combustion chamber means and discharged through said exhaust passage means, means controlling the flow of fluid through said passage means, and actuating means for said controlling means, said actuating means being operable progressively to move said controlling means to decrease to any extent the flow of fluid throu h all of said passage means on one side of the axis of rotation of said shell and progressively to increase to any extent the flow of fluid through all of said passage means on the opposite side of the axis of rotation of said shell and one the same sides of said axis throughout successive revolutions of said shell.

LEWIS D. BURCH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,267,105 Mulligan May 21, 1918 1,569,607 Beck Jan. 12, 1926 2,033,342 Lansing et a1 Mar. 10, 1936 2,173,333 Jacobs Sept. 19, 1939 2,394,513 Chappedelaine Feb. 5, 1946 2,407,824 Fisher Sept. 17, 1946 2,499,863 Hart Mar. 7, 1950 2,509,359 Margolis May 30, 1950 FOREIGN PATENTS Number Country Date 14,559 Great Britain "a--- June 22, 1909 366,450 Great Britain Mar. 3, 1932 434,531 France Nov. 29, 1911 685,830 France Apr. '7, 1930 246,446 Italy Mar. 23, 1926 161,928 Switzerland Aug. 1, 1933 

